Engine rear support



Dec. 10, 1929. D. s. TAYLOR ENGINE REAR SUPPORT Filed March 11, 192? littil

' However,

.mine the reactions and parts;

was Dec- 10,1929

UNITED STATES JDUHALD 8. TAYLOR,

. CORPORATION, OF

PATENT OFFPCE M 0E PLEASANT RIDGE, MICHIGAN, AES IGNOB -TO GENERALMOTOBQ DETROIT, MICHIGAN,

A CORPORATION OF DELAWARE enema nnan sorrow:

Application filed larch 11,

This invention relates to the mounting of an internal combustion enginein the chassis frame of a motor vehicle or the like.

the customary power plant of an automobile consists of a multi-cylinder'explosive engine, with a flywheel and clutch at the end of thecrank-shaft, together with change speed gearing, all associated onebeyond another as a single unit. The running gear is connected thru a'propeller shaft with the variable or change speed gearing. In theattempt to stabilize the engine against vibratory reactions due toinherent unbalanced forces incident to engine operation, especially inthe case of four cylinder engines, the entire ower unit is supported inthe chassis frame at the front and rear of theengine, with the resultthat the total mass and weight of the clutch and variable speed gearingis located outside or beyond the supports. This serves somewhat as acounterbalance against engine vibration, and the center of percussion insuch case, is located adjacent to or just beyond the rear of thetransmission casing.

it has been found that an additional support at the end of thetransmission casing exhibits a lack of torque control, while one removed trom the rear end ot-the casing and adjacent the rear enginesupport controls torque reactions but fails to check vibrations. thelocation of the additional support at an intermediate point serves tomini more completely stabilize the engine in the chassis frame. Thepresent invention, therefore, contemplates the provision of an auxiliarytransverse platelilte cross member interposed between the clutch housingand variable speed control housing, with its ends secured to thelongitudinal side members of the chassis frame, supplementary to theengine supports, for the pur ose of rendering the assem ly less susceptiis to vibratory and torque reactions.

in the accompanying drawing of a preferred, but not necessarily the onlyembodiinent of the invention, Figure l is a side elevation of a powerplant suspended on an automobile chassis frame, with portions brokenaway to illustrate the relative location of Figure 2 is a fragmentarytop plan .and on which the engine rests.

"is found to be quite 1927. semi No. 174,603.

ing the atom iary cross member in detail.

Referring to the drawing, the reference numerals 1 -1 indicate a pair oflongitudinal chassis frame side members, which sup ort therebetween thepower unit, consisting o the engine, clutch and change speed lhe engineblock 2 has an enlarged part 3, which together with the member a boltedthereto, forms a housing for the flywheel and clutch. To the rear faceof the member 4 is secured the housing 5 for the change spec gearing,the change speed mechanism being controlled by a shift lever 6,projecting thru the top of the housing 5 and extending upward to aconvenient point beside the drivers seat.

The rear of the engine 2 is provided on either side, with attachmentears or lugs, as shown at 9, for bolting to a transverse channel bar 10,carried-by the side member l-l, lhe front of the engine is preferablybolted as at 11 at a single central point to the transverse cross member12. scribed is a three point suspension arrangement that has gone intoeatensive use, and desirable due to the fact that "frame weaving is notreadily imparted to the engine and the transmission at vibrations thruthe frame and body is greatly reduced. The inherent engine vibrationswhich exhibit themselves in mountings of this character, have but asmall range of movement, the amplitude usually being of only a fewthousandths of an inch, but they are of frequent occurrence. While thesesmall amplitude, high frequency vibrations are more or less negligible,they may become objectionable in that undue wear and breakage oif partssometimes results or of other parts occur, setting up disagreeablesounds and annoying noises. in addition to these objections, the lengthof the shift lever 6 causes its upper end to be carried thru such arange of movement as to become perceptible, both to the eye and also tothe hand of the driver when the shift lever is manipulated.

In order to further reduce and minimize ure 3 is a rear elevation,showllhe construction thus far demechanism.

sympathetic vibrations the vibrations, a stamped cross member 12 is 1interposed between adjacent faces of the transverse members, an enginesupported by clutch housing and change speed gearing a pair oftransverse frame members at the housing, being secured by the same bolts13 front and rear thereof, a clutch housing sewhich connect the housingsto each other. cured to the engine beyond the engine sup- Any suitablenumber of such fastening bolts portingframe members,ahousing forvariable7o 13 may be employed, corresponding holes 14 speed control mechanismsecured to the clutch being provided in the web of the cross memberhousing, and a plate-like cross member indeas 1s il ustrated n Figure 3.Figure 3 further pendent of the transverse frame members on illustratesby broken lines the outline of the which the en ine is supported havinan enabutting face of the housin 5, the web of larged centra portioninterposed an rigidly 75 t e member712 being enlarge at this central hed between said housings and having lateral int. A reinforcin marginalflange 15 may arms fixedly secured to the longitudinal frame g'provided,prefera 1y extending completely members.

around the edge of the cross' member. The 5. In amotor vehicle, thecombination with u lateral flange at the end of each arm of the a pairof longitudinally extending chassis so cross member, is reinforced by astamping 16 frame members, and a power unit including welded in place,and fastening bolts 17 secure 1 ngin a clutch and transmission, of a theflanges to brackets 18, carried by the pair of transverse frame memberslocated 1 f e, I bl th member 12 i fir t respectively at the front andrear of the en- .20 interposed between the housings and the gine onwhich saidengine is supported, and 83 power unit i then ured i th framas a an auxiliary cross member located between w ole. the clutch andtra-nsm-is'sion to brace the same This cross member 12 possesses acertain gmnst Vibratwns.

amount of flexibility which permits it to yield In st m ny h r of Iafiix my signature.

I 5 to relative movements of the side frame mem- DONALD S. TAYLOR. 9

bers, so that-frame weaving does not materially affect the power unit,while at the same time the cross member effectually braces the parts ofthe unit beyond the rear engine support against the vibration heretoforemen- .05- tioned.

1 Having described my invention, I claim 1. n a motor vehicle, thecombination of a chassis frame, an engine, means to support the enginein the frame, drivemechanism 0 associated with the engine and projectingbeyond said supporting means including a clutch and change speedmechanism, and a cross bar interposed between and secured to 40 theclutch and change speed mechanism and 105 having its ends secured tothe. frame, for rigidly bracing the drive mechanism against vibration.

2. In a motor vehicle, the combination of a chassis frame, an engme'supported adfiacent no the front and rear thereof on said rame, clutchand variable speed control mechanism associated with the engine beyondthe rear engine support, a housing for the clutch mechanlsm secured tothe engine, a housing for variable speed control mechanism, and aplate-like member interposed and held between said housings and havingits ends at tached to the chassis frame to rigidly brace 65 said parts.-

3. In a motor vehicle, the combination of v a chassis frame, a powerunit, including an engine, a clutch and variable speed controlmechanism, coupled one beyond the other, 60' members supporting the uniton the frame 1 6 and located respectively-between the variable speedcontrol mechanlsm and theclutch and at the front and at rear of theengine.

4. In a motor vehicle, the combination ofto a chassis frame, includinglongitudinal and

